Found 1352 related files. Current in page 1
Suzuki Hayabusa & GSX-R 1000 Cylinder Head Price Sheet Vance & Hines Motorsports has the experience and most up to date computer controlled machines for every facet of engine preparation and performance parts. Byron Hines engines and pro heads have set more records and won more races than anyone else in motorcycle drag racing. Vance & Hines Motorsports also offers comprehensive head packages for Road Racing, Motorcross and Supercross engines. Hayabusa Heads Pro Port $1,320.00 Street Port $ 625.00 Competition Valve Job & Drop Valve Guides $ 375.00 Competition Valve Job $ 375.00 Surface $ Surface $ 60.00 $1,755.00 60.00 $1,060.00 Optional Parts & Service • • • • • • • • Weld Emission Ports Cam Cut (Cam Caps) (.425 Lift & above) 99-07 Spring Kit with Titanium Retainers 08 Spring Kit with Titanium Retainers Valve Seals Stainless Steel Oversize Valves Camshafts Adjustable Cam Sprockets $ 100.00 $ 150.00 $ 365.63 $ 399.00 $ 45.00 $ 360.00 $ 698.00 $ 145.00 GSX-R 1000 Heads Pro Port $1,320.00 Street Port $ 625.00 Competition Valve Job & Drop Valve Guides $ 375.00 Competition Valve Job $ 375.00 Surface $ Surface $ 60.00 $1,755.00 60.00 $1,060.00 SF-1020 Flowbench Optional Parts & Service • • • • • • • Weld Emission Ports Bore Lifter Buckets Valve Springs Valve Seals Stainless Steel Oversize Valves Camshafts Adjustable Cam Sprockets...
RCC Turbos - Stage 1 Turbo Install: Suzuki Hayabusa (Gen 1) • Preparation/Disassembly: Remove the seat. Disconnect negative terminal on the battery. Drain the fuel tank. Remove the fuel tank. Remove the stock fuel pump from the tank. Remove the air box. Remove the MAP sensor and temperature sensor from the air box. Remove left and right side fairings. Drain engine oil. Drain engine coolant. Remove the oil filter Remove the oil restrictor, behind the filter. Remove the oil cooler lines. Remove the radiator and oil cooler, as one unit, leaving only the bracket/support for radiator (before reinstalling the radiator please remove all the tabs along the bottom of the radiator). Remove the entire exhaust system. Remove the PAIR system. Remove the oil pan from the engine. • Sensor Bracket Modification: On the left hand side of bike, on the inside of the frame, you will see a bracket, with a plastic vacuum canister, vacuum control solenoid valve, atmospheric pressure sensor, and some vacuum lines, with a check valve in the vacuum line. Please remove this entire bracket, eliminate all the vacuum lines, the plastic canister, and the control solenoid valve, and also cut off the metal tab that held the vacuum canister. Then reinstall this bracket with only the atmospheric pressure sensor, and plug the wires back in. • Tap/plug PAIR System Holes: Tap the four small PAIR system holes, above the exhaust ports, with an M6 x 1.0 tap. Install the four small M6 screws into the exhaust holes after tapping them. • Modify the Oil Pan: Drill a ¾” hole on the left side of the oil pan. Use thread sealant on the washer, and red Loctite on the threads. Make sure the sealing washer is against the inside of pan, then the stainless flat washer, then the nut. Once the fitting is installed, reinstall the oil pan. • Install Header/Turbo/Oil Lines/Exhaust: Install the header and turbo as a unit, but with the bolts loose. Use four of your original header bolts on the top of the turbo header (Allen head). Use the four new bolts on the bottom row of the header (M8, 10mm flange head). PLEASE NOTE! After installing the dump pipes and waste gate, the nipple on the top of the waste gate remains open, and no hose gets installed on the top fitting. The top fitting is used for boost control on Stage 2 and higher end kits. It is not used on Stage 1 kits.
Satisfy Professional's Needs Chain Saw UC3020A / UC3520A / UC4020A 300mm (12") 350mm (14") 400mm (16") Designed with the concept of "Easy Operation and Maintenance" Rubberized Soft Rear Grip Toolless Blade Change and Adjustment Large View Window of Oil Tank Ergonomically Positioned and Angled Front Grip Flat External Design Metal Spike Bumper Provides increased stability in tool maintenance such as oiling/blade change. Powerful Cutting Thanks to the High Torque Delivered by Heavy-Duty 1,800 W Motor. Chain Saw UC3020A 300mm (12") / UC3520A 350mm (14") / UC4020A 400mm (16") 132 Double Insulation Electric Brake Automatic Oiling Chain Brake Specification Continuous rating Input Chain speed per minute Guide bar length Chain Blade Dimensions (L x W x H) Net weight Power supply cord Standard equipment UC3020A UC3520A UC4020A 1,800W 800m (2,620ft) 300mm (12") pitch : 3/8" gauge : 0.050" 417 x 245x 198mm (19-3/8" x 9-5/8" x 7-3/4" ) 3.7kg (8.2lbs) 0.3m (0.98ft) 1,800W 800m (2,620ft) 350mm (14") pitch : 3/8" gauge : 0.050" 417 x 245x 198mm (19-3/8" x 9-5/8" x 7-3/4" ) 3.7kg (8.2lbs) 0.3m (0.98ft) 1,800W 800m (2,620ft) 400mm (16") pitch : 3/8" gauge : 0.050" 417 x 245x 198mm (19-3/8" x 9-5/8" x 7-3/4" ) 3.7kg (8.2lbs) 0.3m (0.98ft) Chain Blade, Guide Bar Scabbard, Hook completed Dimensions and Net weight : excluding blade and guide bar Items of standard equipment and specifications may differ from country to country.
D28117 Features The electronic variable speed control offers added tool control and enables the tool to be used at optimu m conditions to suit the accessory and material No volt release switch will prevent the unit starting when plugged in, even if the switch is in the on po sition. Switch must be consciously reset before power is delivered Autobalancer reduces vibration resulting in greater comfort Overload protection will prevent the unit over heating by shutting the unit off until the unit has cooled down Torque limiting clutch reduces the maximum torque reaction transmitted to the operator if the cutting dis c jams Dust ejection system removes majority of debris from the air which passes over the motor, preventing abra sion and tracking Anti vibration side handle to improve user comfort New guard design allows guard adjustment without the use of tools, for incresed flexibility Fully leaded stator windings for increased motor durability Pop off brushes protect the armature from damage at the end of brush life resulting in greater motor dura bility Small girth allows comfortable gripping resulting in superior ergonomics The low profile gearcase allows access in confined areas Abrasion protected motor for increased motor durability Anti lock flange prevents flanges from permanently locking up and locking the disc on One piece brush arm prevents brush hang up in extreme conditions Side positioned spindle lock gives greater protection to button when using in confined spaces D28117 Specifications Power Input...
Bi-Fuel CNG Sierra 2500HD Crew Cab Built for you. Propelled by innovation. When it comes to managing budgets and keeping an eye on the environment, business owners and fleet managers alike face many challenges. That’s where GM’s Bi-Fuel Sierra 2500HD Crew Cab comes in. It’s designed to help businesses reduce their fuel costs and environmental impact. ENGINEERED BY GM The Bi-Fuel Sierra 2500HD Crew Cab uses a proven, 6.0L Vortec V-8 engine with factory-installed hardened intake and exhaust valves and valve seats. Unlike aftermarket solutions, the engine and all CNG fuel system components are engineered to meet GM’s rigorous standards for reliability, dependability and safety. GM’s validation tests include: full barrier testing (six separate tests), 10-year corrosion, mud trough, water fording, hot-weather evaluation (including trailering), cold-weather chamber testing, altitude testing and fuel gauge accuracy, among others. • The system automatically and seamlessly switches from CNG to gasoline when the CNG tank has been depleted. It also provides the flexibility to manually switch between the two fuels at any time.
CATEGORY 4 CONTINENTAL MOTORS AIRCRAFT ENGINE SERVICE INFORMATION DIRECTIVE COMPLIANCE WILL ENHANCE SAFETY, MAINTENANCE OR ECONOMY OF OPERATION SID97-3F SUPERSEDES: SID97-3E and SID07-3A Technical Portions SUBJECT: FAA APPROVED CONTINENTAL MOTORS, INC. (CMI) CONTINUOUS FLOW FUEL INJECTION SYSTEMS ADJUSTMENT SPECIFICATIONS AND INSTRUCTIONS. PURPOSE: Provide specifications and instructions for adjustment of CMI fuel injection systems. COMPLIANCE: MODELS AFFECTED: At Engine Installation, 100 hour/Annual Inspection, fuel system component replacement or as required if operation is not within specifications. All CMI continuous flow fuel injected engine models except L/TSIO-360-RB; TSIO520-L, LB, WB; GTSIO-520-F, K, N and GIO-550-A Engine Models. Supplemental Type Certificate Holder’s FAA approved instructions. WARNING Fuel System Operational Check is required after any of the following circumstances: (1) at engine installation, (2) during 100 hour and annual inspections, (3) whenever a fuel system component is replaced or adjusted, (4) when changes occur in the operating environment. The instructions and values provided in the document apply to CMI fuel injected engines that conform to the original type design. Refer to the Supplemental Type Certificate (STC) holder’s instructions for aircraft that have been modified from the original type design.
How Do No-Spill™ Systems Work? Some Frequently Asked Questions About No-Spill™ Systems How do the drain plugs work? No-Spill Systems patented draining design has a stainless steel, spring-loaded valve inside the drain plug. This valve remains closed until No-Spill Systems patented drainer is attached to the drain plug. Once the drainer seals itself, the valve opens and the oil begins to drain through the hose. Do I need a drainer for every vehicle? No. The drainers are designed to fit all of the plugs within a series (i.e. one Large Straight Drainer fits all large bottom plugs in the Standard series). What series is correct for me? The series depends on the application, and style of draining. Standard plugs are common where clearance is not an issue. Compact plugs are used where clearance is a concern. Speed Click plugs are very popular with all sizes of fleets. Does any oil get left in the pan? No. No-Spill Systems plugs are designed to sit flush with the pan. Therefore, all of the oil is drained quickly and easily. Can I drain the oil hot? Absolutely. This is one of the main advantages of using No-Spill Systems. What if I can’t find a size? No-Spill Systems makes over 500 combinations of thread sizes and patterns. Please call us with your application, and we will find the size for you. Is there a minimum order amount? No. No-Spill Systems customers and dealers can order as few or as many plugs as are required. What are the Shipping Terms? Product is shipped FOB Origin. UPS Ground is the most common shipping method. How many of these drain plugs are in use? There are over 1,000,000 in use in North America. What are the plugs made of? The plugs are machined from solid brass bar stock. What is the warranty for the drain plugs?
INSTALLATION A. INSTALLATION PREPARATION: 1. DISCONNECT NEGATIVE BATTERY CABLE BEFORE INSTALLATION. FIGURE 1 2. REMOVE THE STEERING COLUMN SHROUD AND LOWER DASH PANEL. FIGURE 1 FIGURE 2 REMOVE FIGURE 2 B. HARNESS INSTALLATION: 1. LOCATE THE WHITE CONNECTOR AT THE IGNITION SWITCH. CONNECT THE RED IGNITION WIRE (+12V IGNITION) FROM THE MAIN CRUISE HARNESS TO THE GREEN/RED WIRE OF THE IGNITION SWITCH CONNECTOR. FIGURE 3 2. LOCATE THE YELLOW 12-PIN CLOCK SPRING CONNECTOR AT THE LEFT SIDE OF THE STEERING GREEN/RED COLUMN. IGNITION WIRE NOTE: IF WHITE WIRE IS NOT PRESENT IN PIN NECTOR, GO TO STEP C 6 AT CON- WHITE CRUISE 1 WIRE FROM THE MAIN CRUISE HARNESS TO THE WHITE WIRE (+5V CRUISE) IN PIN 6. FIGURE 4 GO TO STEP D (BRAKE SWITCH INSTALLATION) TO CONTINUE. CONNECT FIGURE 3 OF THE INSTRUCTIONS. THE WHITE CRUISE WIRE FIGURE 4 PAGE 2 INSTALLATION C. PCM HARNESS INSTALLATION: 1. IF WHITE WIRE WAS NOT PRESENT AT THE CLOCK- SPRING CONNECTOR, REMOVE THE (CLOSEST 2. USE PCM CONNECTOR FIGURE 5. TO FIREWALL) AS SHOWN IN A PRECISION TOOL OR SMALL FLAT HEAD SCREW- DRIVER TO RELEASE THE RETAINER AT THE CENTER OF THE CONNECTOR. 3. INSERT REMOVE FIGURE 6 GRAY CRUISE HAR23. (FOR REFERENCE; PIN 1 GREEN/BLUE; PIN 2 GREEN/BLACK; PIN 16 GREEN/WHITE OR BLACK/RED). FIGURE 7 THE TERMINAL FROM THE RETAINER NESS SUPPLIED IN KIT TO PIN 4. BE FIGURE 5 SURE TO PRESS IN RETAINER BEFORE CONNECT- ING TO PCM. FIGURE 6 D. BRAKE SWITCH INSTALLATION: 1. DISCONNECT THE SWITCH. REMOVE PIN 23 CONNECTOR FROM THE BRAKE THE 2-PIN TURNING CLOCK WISE AND THEN RELEASING. 8. REPLACE WITH 4-PIN PLIED IN KIT. WHITE WIRE BRAKE SWITCH BY FIGURE CRUISE BRAKE SWITCH SUP- 2. CAUTION: PRESS IN THE BRAKE PEDAL AND HOLD.
WIRING INFORMATION 1990 Mazda Miata WIRE 12V CONSTANT WIRE STARTER WIRE 12V IGNITION WIRE SECOND 12V IGNITION WIRE 12V ACCESSORY WIRE POWER DOOR LOCK POWER DOOR UNLOCK PARKING LIGHTS (+) PARKING LIGHTS (-) DOOR TRIGGER/DOME LIGHT SUPERVISION (-) TACHOMETER BRAKE WIRE (+) HORN TRIGGER (-) LEFT FRONT WINDOW UP LEFT FRONT WINDOW DOWN RIGHT FRONT WINDOW UP RIGHT FRONT WINDOW DOWN WIRING INFORMATION 1991 Mazda Miata WIRE 12V CONSTANT WIRE STARTER WIRE 12V IGNITION WIRE SECOND 12V IGNITION WIRE 12V ACCESSORY WIRE POWER DOOR LOCK POWER DOOR UNLOCK PARKING LIGHTS (+) PARKING LIGHTS (-) DOOR TRIGGER/DOME LIGHT SUPERVISION (-) TACHOMETER BRAKE WIRE (+) HORN TRIGGER (-) LEFT FRONT WINDOW UP LEFT FRONT WINDOW DOWN RIGHT FRONT WINDOW UP RIGHT FRONT WINDOW DOWN WIRING INFORMATION 1992 Mazda Miata WIRE 12V CONSTANT WIRE STARTER WIRE 12V IGNITION WIRE SECOND 12V IGNITION WIRE 12V ACCESSORY WIRE POWER DOOR LOCK POWER DOOR UNLOCK PARKING LIGHTS (+) PARKING LIGHTS (-) DOOR TRIGGER/DOME LIGHT SUPERVISION (-) TACHOMETER BRAKE WIRE (+)
E6X Wiring Diagram Mazda RX-7 3rd Gen Series 6 TRIGGER INPUTS Main Trigger Ground A 13 6 26 26 TRIGGER GROUND B C HOME TRIGGER E HOME GROUND Main Trigger Signal Home Trigger Signal HOME TRIGGER HOME GROUND From Sensor Supply Via 15A Fuse +SEN Ne- to Ground (Red) MAIN TRIGGER D MAIN TRIGGER TRIGGER GROUND Home Trigger Ground Ne+ (12 teeth) to Main Trigger Pos. (Yellow) G+ (1 tooth) to Home Trigger Pos. (Green) G- to Ground (Blue) F Note: Shielded cable should be wired at ECU end only. 26 27 36 35 34 GROUND [B] AUX. OUT [G / B ] IGNITION #1 [W/B] IGNITION #3 [L] IGNITION #4 Not Used [ LG ] IGNITION #2 Not Used [L/Y] Leading Coil Signal Trailing Front Coil Signal Trailing Rear Coil Signal +12V Switched Power [B/R] Leading Coil Signal (from Igniter) 12 [Y/L] Not Used Trailing Front (from Igniter) 20 21 INJECTOR #1 Leading Coil Neg. 22 Leading Input (From Haltech Ign1) Trailing 2 Coil Neg. +12V Supply for Injectors and Sensors. 26 32 L1 / L2 T2 [G/R] [P] T1 [L/R] INJECTOR #3 [L/W] [ LB ] INJECTOR #2 INJECTOR #4 19 [R] Trailing Rear (from Igniter) [ LG / B ] [ LG ] [ LG / W ] +12V Power Supply [B/W] Trailing 2 Input (From Haltech Ign3) [ BR / B ] Trailing 1 Coil Neg. GROUND [G/R] +SEN Stock FD Igniter GROUND Trailing 1 Input (From Haltech Ign2) Secondary Rear Rotor LOOKING AT ECU CONNECTOR 1 18 19 36 Secondary Rear Rotor Primary Rear Rotor [ BR ] Primary Front Rotor LEGEND - WIRE COLORS: Haltech E6X to Mazda RX-7 FD3S B = BLACK BR = BROWN G = GREEN GY = GREY L = BLUE O = ORANGE P = PINK R = RED V = VIOLET Y = YELLOW When two colors are used in a wire by the alphabetical code, the first letter indicates the basic wire color, the second indicates the color of stripe. (Ex. O/R = Orange with Red stripe, GY/R = Grey with Red stripe) Series 6, FD3S, 93-95, Stock CAS & Igniter/Coil Wiring Haltech USA - www.haltech.com